Variable-speed gearing.



W. H. RAVEN.

VARIABLE SPEED GEAEING.

APPLICATION FILED SEPT. 24, 1912. 1,081,062.

CQLUMABIA PLANOGRAPH C0.. WASH NGTON D Patented Dec. 9, 1913.

W. H. RAVEN.

VARIABLE SPEED GEARING.

APPLICATION FILED SBPT.24,1912.

1,081,062. Patented Dec. 9, 1913.

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VARIABLE SPEED GEARING.

APPLICATION FILED SEPT. 24, 1912. 1,081,062, s Patented Dec. 9, 1913.

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VH C0.. WASHINGTON D c W. H. RAVEN.

VARIABLE SPEED GEARING.

APPLICATION FILED SEPT. 24. 1912.

1,081,062. Patented De@.9,1913.

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W. H. RAVEN.

VARIABLE SPEED GEARING. APPLIUATION FILED SEPT. 24, 19121" 1,081,062. Patented Dec. 9, 1913.

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tmrrnn s'rarns Partnr cierren WILLIAM HENRY RAVEN, OF LENTDN, NOTTINGHAM, ENGLAND.

VARIABLE-SPEED GEAR/ING.

To all 'whom t may concern:

Be it known that I, WILLIAM HENRY ltavnn, a subject of the King of Great Britain and Ireland, and resident of Lenton, llottingham7 England, have invented an Improved Variable-Speed Gearing, of which the following is a specification.

This invention relates to variable cpr cyclic speed gearing for motor bicycles and motor propelled vehicles and refers in particular to epicyclic speed gears combined with a. friction clutch, the clutch being interposed between the gearing and the hub or other member to be driven by the gearing, or between the engine and hub.

The object of the invention is to provide an epicyclic variable speed gearing and driving clutch, which allows of a more compact arrangement and a stronger construction of the parts than usual in variable Speed gearings or' the known kind.

The invention is designed for use in the hub of the rear wheel of a. motor bicycle, or at a point intermediate of th-e engine and rear wheel, this latter application being what may be termed a counter-shaft drive.

Referring to the drawings, Figure l illustrates a longitudinal section of a motor cycle hub iitted with the improved variable speed gearing and driving clutch, the gearing being adapted to give three speeds and the parts of the gearing being shown in the highest or normal l speed position. 2 illustrates a like view to Fig. l of the gear ing only but with the parts in the intermediate speed position. Fig, 3 illustrates a like view to Fig. 2, but with the parts in the lowest speed position. Fig. l illustrates a part sectional and part exterior View of a motor cycle hub iitted with a modification ot the gearing. Figs. d and 4th illustrate details. Figs. 5 and 6 illustrate longitudinal sections oi' gearing shown in Fig. l but with the parts shown in the intermediate and lowest speed positions respectively. Fig. i' illustrates the gearing adapted as a counter-shaft drive for motor bicycles, the view being a part `longitudinal section and part exterior view. Fig. 8 illustrates a part longitudinal section and part exterior view of a modification et' lllig. 7. Fig. 9 illustrates a like View to Figs. Z and 8 but showing a further modification.

Referring to Figs. l, 2 and 3, the wheel hub a is mounted on say ball bearings on Specication of Letters Patent.

Application filed September 2li, 1912.

Patented Dec. 9, i913. sensi ne. maori the exterior 01"' two driving members b2 and the latter are mounted on ball bearing cones c which are adjustable on a vfixed axle d. The driving member Z2', which may be connected to the motor by means oil a'bolt or other suitable form of gearing, is connected to the second driving .member b2 by means of the variable gearing, which will be hereinafter described. The driving member L?, which may be connected to the pedal crank axle by means of say sprocket wheels and a chain7 is connected to the hub a by means of a clutch preferably of the frictional type. The hub a. can thus be driven by the motor through the intermediary of the iirst driving` member b-, the variable gearing, the second driving member b2 and the clutch. lt can also be driven from the pedal crank axle through the intermediary of the second driving member o2 and the clutch. The motor can further be turned and thus started by the pedal crank axle through the intermediary of the second driving member b2, the variable gearing, and the first driving member Z2', while the hub a is stationary, being disconnected by means of the clutch. '.lhe driving member is provided with an annular toothed wheel e and this annular toothed wheel is connected by toothed epicyclic reducing gearing 7 to a second corresponding annular toothed wheel e2 mounted loosely on the fixed axle d. This second annular toothed wheel c2 is geared to the second driving member b2 by means of a second epicyclic reducing gear train f2. The epicyclic gearing is the same in each case, and comprises a series ot epicyclie wheels mounted on axles on the driven member, said wheels engaging in each case with the teeth of the annular wheel on the driving member and the teeth ot a central pinion situated on the tixed axle. There are two central or sun pinions g, g2 one for each gear train. and they are not formed inte grally with or secured to the fixed axle d as is usual, but are arranged so that they can be moved along the same into different positions, and thus allow either one or both to be locked to the axle (l, and one, the pinion 'vf/2 to be locked to or disengaged :trom the second driving member b2 in order to eilect the gear changes. The central pinion g2 is mounted loosely on the fixed axle nl and on the side opposite to the second driving member b2 is provided with a sleeve or tubular extension g3, on which the iirst central pinion g is rotatably mounted. The extreme end ot the sleeve or extension g3 is formed so as to constitute one member of say a dog clutch. The driving member b2 is provided with clutch teeth b3 to admit the end of the cenral pinion g2 and on thD reverse side to said member, the fixed axle (Z, or a relatively iixed part (Z is provided with two sets of clutch teeth (Z3, (Zt, the first set to receive the end of the central pinion g and lool; it to the axle (Z, and the other to receive the end of the sleeve g3 on the second central pinion l(/2 and lool; this pinion to the axle. The two central pinions g, g2 are moved together along the axle (Z by means of a suitable connection, such as the cross-pin ZL and rod i and a spring j, this latter ineving the pinions bach after they have been moved toward the lett hand end of the hub. The highest speed is obtained by moving the central pinion ,(/2 into engagement with the clutch teeth b3 in the second driving member b2, see F ig. l. The said pinion and the whole of the gear train f2 is then locked to the driving member o2 and at the same time the central pinion g is moved partly into engagement with the epicyclic wheels ot the second train f2 and as a result of this the central pinion g and the whole of the gear train f are locked to the gear train f2. rThe whole of the gear mechanism is in these circumstances locked and therefore the two driving members Zi', b2 are loclred together, the central pinions g', g2 are detached or free from the fixed axle (Z, and the whole rotate together as one piece, giving a direct drive from the first to the second driving member with the gearing idle. By moving the two central pinions g', ,(/2 a short distance in the reverse direction, the end of the pinion g is moved into enga-gement with the clutch teeth (Z3 and is thus locked to the iixed axle (Z while the pinion g2 remains locked to the driving member b2, see Fig. 2, rlhe gear train f2 is in this case locked and the driving member b2 is driven through the intermediary oi' the first train of gearing f. its speed and that or the hub o is reduced by the said gear train f thus giving the intermediate speed. By a further movement of the central pinions g, (/2 in the same direction, the central pinion g2 is released from the driving member b2 and is locked to the fixed axl-e (Z by reason of the clutch member at the end of its sleeve g3 engaging with' the clutch teeth (Zt. Both central pinions are now locked to the fixed axle and the driving member b2 and the hub (a are driven through the intermediary of both reducing gearings thus giving the lowest speed, see Fig. 3. The frictional clutch fo connecting the driving member b2 to of the well known plate type and is controlled by springs lo and a connection carried through the interior of the ixed axle from the opposite end to that from which the variable gearing is controlled. The driving member b2 may, as shown, comprise a free wheel clutch connection at b* (see Fig. tb) in order to allow of Jfree-wheeling.

Referring now to Figs. 4 to 6, the cen tral pinion is mounted as before described on a sleeve or extension g3 of the pinion Y(/ but instead of both pinions being the same size, the pinion g is larger in diameter than the pinion g2. This allows ot' a clutch [725 being provided for the central pinion g in connection with the driving member Z22 of the second train f2, so that when the pinion g2 is moved into engagement with the clutch teeth b3 on and locked to the driving member b2, the central pinion g is moved into engagement with the clutch teeth b5 on and locked to the driving member c2 of the second train f2, instead of being moved into gear with the epicyclic wheels of that train. This gives exactly the same result as moving the pinion g into gear with the second train f2 as previously mentioned, but it permits of a much stronger construction, it is moved into engagement with greater ease, and the strain is removed from the wheels of the second gear train f2 when the whole of the gearing is locked and is therefore inoperative. The two central pinions g, g2 ar-e moved together longitudinally along the fixed axle (Z. The sleeve g3 on the pinion g2 is provided with a clutch member at its extreme end and the axle (Z is provided with a relatively fixed double clutch member (Z, one part of which is adapted to engage with the pinion l(/2 and loclr it to the axle, while the other part is adapted to engage with the clutch member on the end of the sleeve or extension g3 of the pinion g2 and lock the latter to the axle. The said clutch members are so arranged that the pinion ,f/ can be engaged and locked to the axle (Z while the pinion g2 is free and the pinion g2 be subsequently engaged and locked to the axle by a further movement without unlocking the pinion g. Under the action ofthe spring y' the pinions g', g2 are normally held in the position shown in Fig. G. in such position the rotation of the driving member o serves through the two trains of gearings f', f2, driving member o2 and clutch to rotate the hub (t at the lowest speed. lith the pinion 1(f2 unclutched from the clutch teeth (Zt and such pinion clutched to the teeth b3, the hub is driven at the intermediate speed, see Fig. 5. With bot-h pinions unclutched from the member (Z, the pinion g clutched to the member e2 and the pinion g2 clutched to the member b2, the hub is rotated at the normal or highest speed, the planetary gearings'then all otatin as on me l the shell, which in conjunction with a brake see Fig. 4. To help in resisting the torque on the member d this latter may have a projection cl2, see Fig. 4l adapted to lit a leyway Z in the end of the trame tori; m, see Fig. Tl- The lriotional driving clutch, which is employed for connecting1 the member b2 to the hub a is for convenience preferably oftl the trictional plate type. The member b2 is provided with longitudinal slots with which engage small projections on the alternate friction plates or disks a. The friction plates o engage the internal teeth o oit the hub. rlthe plates are forced together for the purpose el clutching the member b2 to the hub by means ot' a ring p and a number of springs 7s acting between the ring y) and a flange o on the member b2 and a larg central spring g. The member b2 is unclutched from the hub by the sliding boss e, ring s, cross bar t and rod u, which on being moved toward the variable gearing, reduce the pressure of the springs 7c on the ring p and thus allow the disks n to rotate without rotating the hub. rfhe driving member b2 transmits its movements to the member 7J through a free-wheel connection and thus with the hub unclutched allows of the engine being started with the wheel of the bicycle on the ground.

Referring to Figs. 7 and 8, which show the invention as adapted for a counter-shaft drive,ethe fixed axle Z in each case is secured to a trame 'u forming part of the motor bicycle frame, and arranged between the engine and rear wheel. The gearing is arranged within the rotary shell or casing to upon the exterior of which, in Fig. 7, is fixed a sprocket wheel to', and, in Fig. 8, a divided cone pulley wz. By means et the wheel w and a chain, or the pulley wt and a belt, the motion of the shell will be transmitted to the rear wheel of the bicycle. Upon the primary member b of the gearing is a. sprocket wheel ae by which, and a chain, the motion oft the engine is transmitted to the gearing. Upon the member b2 (ll 7) is a spur pinion and meshing with such pinion is a further pinion. m2 by rotating which, by means oit a handle .et with the shell 'zo unelutched from the gearing the gearing may be rotated to start the engine.

lfn lTig. El the shell or casing w is held stationary, and the sprocket wheel C@ applied to the member o and the sprocket wheel fro to the member b2. rlhe teeth a. ci the clutch are made integral with the member b2.

ltfhile showing the clutch n, 0 between the gearing and shell w it will be understood that the clutch may be arranged between the engine and gearing.

`lue-aiil referring to Figs. l and 8, a brake surface 'w3 may be applied to the exterior of l\stian wt, one end of which is secured to the bicycle frame, may serve to arrest the movements et the shell and vehicle.

l. lin variable speed gearing, the combination with a relatively fixed axle and relatively fixed axle supports, one oi' said axle supports having two rings oi clutch teeth, ot' a. driving member journaled on one ott said axle supports, an internally toothed wheel connected to said driving member, two sets of planetary pinions and axles for said pinions, a turther internally toothed wheel between the two sets of planetary pinions and hating clutch teeth, a i'urther driving member also having clutch teeth, the axles of one set of planetary pinions being carried by the second-inlined in` lernally toothed wheel, and the axles oli the other set of planetary pinions being carried by the second-named driving member, two sun pinions encircling the first named axle and one having a lateral extension upon which the other pinion is rotatably mounted, means for moving the two sun pinions simultaneously in the same direction along the said axle, said sun piuions being movable endwise to respectively and successively move int-o and out ot engagement with said rings oit clutch teeth, and a final driven member with which the second-named driving member is connected, substantially as herein set it'orth.

2. ln variable speed gearing, the combination with a tubular casing, a relatively fixed axle for such casing and relatively fixed axle supports, one oit said axle supports having two rings of clutch teeth, oi2 a driving member rotatably mounted between one of the axle supports and the casing, an internally toothed wheel connected to said driving member, two sets et planetary pinions within the casing' and axles t'or said piniens, a it'urt-her internally toothed wheel between the two sets of planetary pinions and having clutch teeth, a further driving member also having clutch teeth, the axles of one set of planetary pinions being carried by the secondoiamed internally toothed wheel and the axles of' the other set of planetary pinions being carried by the second-named driving member, two sun pinions, respectively designed to engage the said clutch teeth, encircling the axle ot the casing and one having a lateral extension upon which the other pinion is rotatably mounted, means for moving the two sun pinions simultaneously in the same direction along the said axle, said sun pinions being movable endwise to respectively and successively move into and out ot engagement with said rings of clutch teeth, friction clutch devices between the second-named driving member and the casing, means for operating the friction clutch devices to connect the second-named driving member to the lll) 

